TH-67 P2 systems limits and EPs

5-6. ENGINE OIL PRESSURE

50 PSI Minimum below 78% N1
90 PSI Minimum from 78% to 94% N1
115 PSI Minimum above 94% N1 (double wide arc)
50 PSI Minimum, 130 PSI Maximum

5-6. ENGINE OIL TEMPERATURE GAUGES

0� C to 107� C Continuous Operation
107� C Maximum

5-6. ENGINE OIL PRESSURE NOTE

During cold temperature operation the oil pressure may exceed the maximum of 130 PSI. Stabilize the engine at idle
speed of 60 to 64% until the engine oil temperature is above 0� C and the engine oil pressure is within normal
limits.

5-7. TRANSMISSION OIL PRESSURE GAUGE

30 to 50 PSI Continuous Operation
30 PSI Minimum, 70 PSI Maximum

5-7. TRANSMISSION OIL TEMPERATURE GAUGE

15�C to 110�C Continuous Operation
110�C Maximum

5-8. LOADMETER GAUGE

70% Maximum

5-8. FUEL PRESSURE GAUGE

4 PSI Minimum
4 to 30 PSI Continuous Operation
30 PSI Maximum
8 PSI Minimum - Type A, A-1, JP-5, JP-8 fuel below -18�C (0�F) to -32�C (-25�F)

5-9. AIRSPEED INDICATOR

0 to 130 Knots Continuous Operation
130 Knots Maximum
100 Knots Maximum for Autorotation
VNE for internal Gross Weight above 3,200 pounds is 78 KIAS, not to exceed placarded VNE.

5-9. AIRSPEED INDICATOR NOTE

Autorotation above 100 KIAS will result in high rates of descent and low rotor RPM.

5-10. TURBINE OUTLET TEMPERATURE GAUGE

100 to 738�C Continuous Operation
738 to 810�C Take-off Power Range (5 Minute Limit)
810�C Maximum
810 to 843�C, 6 second transient (NOT TO BE USED INTENTIONALLY).
927�C Maximum during Starting and Shutdown (10 seconds Maximum)

5-10. TURBINE OUTLET TEMPERATURE GAUGE NOTE

The Red Warning light illuminates when either of the following conditions are exceeded: 810� to 927�C for 10
seconds, or higher than 927�C.

5-11. GAS PRODUCER GAUGE N1

60 TO 105% Continuous Operation
105% Maximum
105 to 106% Transient-(15 seconds Maximum)

5-12. DUAL TACHOMETER (ROTOR)

90 % Minimum
50 to 60 % Accelerate through this range
90 to 107 % Normal Operation
107 % Maximum
95% Power on Transient Rotor Droop Limit (5 secs max)

5-12. DUAL TACHOMETER (N2)

97% Minimum Operation
97 to 100% Continuous Operation 100% Maximum
75% to 88%, 60 Seconds Maximum (time not cumulative)
107% at 32% TQ, 103% at 100% TQ
N2 transient (15 seconds maximum)

5-13. TORQUE METER

0 to 85% Continuous Operation
> 85 to 100% Take-off Power Range (5 Minute Limit)
100% Maximum
Transient Torque Limit is 100 to 110% (5 second Maximum). INTENTIONAL USE IS PROHIBITED.

5-21. WIND LIMITATIONS

a. The helicopter can be started in a maximum wind velocity of 45 knots and a maximum gust spread of 15 knots.
NOTE Gust spreads are not normally reported. To obtain spread, compare minimum and maximum velocities.
b. Maximum wind for hovering is 35 knots

5-24. ENGINE ANTI-ICE LIMITATIONS

a. Engine anti-ice shall not be used in ambient temperatures above 4�C .
b. Engine anti-icing shall be ON for flight in visible moisture in temperature 4�C or below.

5-26. ENGINE STARTER LIMITS (no rise in TOT)

a. If there is no rise in TOT within the first 20 seconds of
energizing starter, limit starter energizing time to the following:
External
25 Seconds - ON
30 Seconds - OFF
25 Seconds - ON
30 Seconds - OFF
25 Seconds - ON
30 Minutes - OFF
Power Battery
40 S

5-26. ENGINE STARTER LIMITS (rise in TOT)

b. If there is a rise in TOT within the first 20 seconds of
energizing starter, limit starter energizing time to the following:
EXTERNAL/BATTERY POWER
1 minute ON
1 minute OFF
1 minute ON
1 minute OFF
1 minute ON
30 minutes OFF

5-27. ENGINE STARTING LIMITATIONS

During starting if N1 does not reach 58% in a total time of 45 seconds (or 60 seconds below 10�C FAT), close throttle and press
starter button until TOT is below 200 0�C. If engine fails to start on third attempt, abort start and make an entry on DA Form

5-19 Engine RPM Limitations (WARNING)

Use of the throttle to control rpm is not authorized/ (Refer to Chapter 9, Emergency Procedures and the USAAWC Flight Training
Guide for exceptions.)

5-20 Turbine Outlet Temperature Limits (CAUTION)

Exceeding the limits of 810c TOT or 100% torque may cause N1 topping with resultant rotor droop.

5-33. LONGITUDINAL CENTER OF GRAVITY LIMITS

a. VMC Center of gravity limits are from station 106.0 to 114.2; however, the forward and aft limits are variable depending
upon gross weight and aircraft configuration. (Refer to Center of Gravity vs. Gross Weight Chart in Chapter 6.)

5-34. LATERAL CENTER OF GRAVITY LIMITS (NOTE)

Lateral CG limits vary depending on longitudinal CG location. (Refer to Lateral vs. Longitudinal CG limits chart in Chapter
6)
a. 3.0 inches left of helicopter centerline.
b. 4.0 inches right of helicopter centerline.

5-35. WEIGHT LIMITATIONS

a. Maximum allowable ramp weight is 3,350 lbs.
b. Maximum allowable gross weight for hover/flight is 3,350 lbs.
c. Minimum front seat weight is 170 lbs.

5-36. VMC AIRSPEED LIMITATIONS

a. At 3,000 POUNDS GROSS WEIGHT AND BELOW:
VMC VNE 130 KIAS sea level to 3,000 feet density altitude. Decrease VNE 3.5 KIAS per 1,000 feet above 3,000 feet
density altitude. Maximum density altitude - 20,000 feet.
b. ABOVE 3,000 POUNDS GROSS WEIGHT:
VMC V

5-38. FLIGHT RESTRICTION FOR HIGH POWER

VNE 80 knots with >85% TO 100% Torque applied.

5-40. AEROBATIC MANEUVERS

Aerobatic maneuvers are prohibited. Aerobatic flight is defined to be any intentional maneuver involving an abrupt change in
aircraft attitude, an abnormal attitude, pitch angle greater than 30 degrees or roll angles greater than 60 degrees, or abnormal
a

8-38. THUNDERSTORMS (WARNING)

Avoid Flight in or near thunderstorms, especially in areas of observed or anticipated lightning discharges.

8-38. THUNDERSTORMS (To minimize the effects of thunderstorms: [SPLAT])

1. Seat belts and harnesses tightened.
2. PITOT HTR switch(es) - ON.
3. Lights - Adjust interior lights to full bright at night to minimize blinding effect of lightning.
4. Avionics - Reduce volume on any equipment affected by static.
5. Torque to a value

8-38. THUNDERSTORMS (In the thunderstorm: [MMA])

1. Maintain a level attitude and constant power setting.
2. Maintain original heading, turning only when necessary.
3. Airspeed indicator and altimeter are unreliable, fluctuations of airspeed and several hundred feet is not uncommon.

8-39. LIGHTNING STRIKES (NOTE)

Abnormal noises almost always accompany rotor damage, but loudness or pitch doesn't determine degree of damage

8-39. LIGHTNING STRIKES

a. If lightning strike occurs, or is expected:
1. Reduce airspeed as much as practical to maintain safe flight.
2. Avoid abrupt control inputs.

9-41. LIGHTNING STRIKE

a. Land as soon as possible.
b. Emer Shutdown ? Accomplish after landing.

8-30. SPIKE KNOCK

a. When the round pin in the drag-pin fitting contacts the side of the square hole of the pylon stop, is mounted to the roof.
b. Factors that can cause spike knock: (PELL)
-Poor execution of autorotational landing
-Extreme asymmetric loading
-Low rotor RP

LAND AS SOON AS POSSIBLE

Land without delay to the nearest suitable area (i.e. open field) in which a safe approach and landing is reasonably assured.
(The primary consideration is to ensure the survival of the occupants.)

LAND AS SOON AS PRACTICABLE

The landing site and duration of the flight are at the discretion of the pilot. Extended flight beyond the nearest approved
landing area is not recommended. (The primary consideration is the urgency of the emergency.)

AUTOROTATE

The term Autorotate is defined as adjusting the flight controls as necessary to establish an autorotational descent and landing.
1. Collective ? Adjust as required to maintain rotor RPM (90 to 107%).
2. Pedals ? Adjust. Crab or Slip as required.
3. Thrott

EMERGENCY SHUTDOWN

The term Emergency Shutdown is defined as engine shutdown without delay.
1. Throttle ? Close.
2. Fuel Valve Switch ? OFF.
3. BATT Switch ? OFF as desired. Before turning the battery switch off during an in-flight emergency, the pilot should
consider a "MA

AUTOROTATIONAL AIRSPEEDS

1. Airspeed for minimum rate of descent is 52 KIAS.
2. Airspeed for maximum glide distance is 69 KIAS.

9-7. PARTIAL OR COMPLETE POWER LOSS (WARNING)

Do not respond to the RPM warning system by entering autorotation and reducing the throttle without first confirming engine
malfunction by one or more of the other indications. Normal indications signify that the engine is functioning properly and
that th

9-7. PARTIAL OR COMPLETE POWER LOSS (INDICATIONS)

1. left yaw
2. drop in engine, rotor RPM
3. change in engine noise
4. LOW ROTOR RPM audio & caution light
5. ENGINE OUT audio & warning light

9-8. ENGINE FAILURE AT A HOVER

Autorotate.
Emer Shutdown ? Accomplish after landing.

9-9. ENGINE FAILURE ? LOW ALTITUDE/LOW AIRSPEED or CRUISE.

Autorotate.
Emer Shutdown ? Accomplish during descent if time permits.

...

9-10. ENGINE RESTART ? DURING FLIGHT (TFAL)
(CAUTION)
Do not attempt air start above 12,000 feet MSL (TURB OUT TEMP rises too fast to control).

9-10. ENGINE RESTART ? DURING FLIGHT (TFAL)

After an engine failure in flight, an engine start may be attempted. Because the exact cause of engine failure cannot be
determined in flight, the decision to attempt the start will depend on the altitude and time available, rate of descent, potential
lan

9-11. ENGINE COMPRESSOR STALL (CEL)

Engine compressor stall may be characterized by a sharp rumble or a series of loud sharp reports, severe engine vibration
and a rapid rise in TURB OUT TEMP. Should engine compressor stall occur:
Collective ? Reduce.
Engine Anti-ice and Heater switches ? O

9-12. ENGINE OVERSPEED (CTLAE)

Engine overspeed will be indicated by a right yaw, rapid increase in both rotor and engine RPM, and an increase in engine
and rotor noise. If an engine overspeed is experienced:
1. Collective ? Increase to load the rotor and sustain engine/rotor RPM below

...

If an engine underspeed occurs, the collective must be adjusted downward to maintain rotor RPM within limits. If powered
flight with rotor in the green can be accomplished:
Land as soon as possible in an area that will permit a run-on landing.
An engine u

...

9-14. ENGINE SURGES (GTLAE)
If surges in engine RPM are experienced:
a. GOV INCR switch ? INCR for maximum RPM.
b. Throttle ? Adjust to 97% N2.
c. Land as soon as possible.
-If engine surges are not controlled in steps a. and b. above, proceed as follows:

9-15. FUEL BOOST PUMP FAILURE (UNUSABLE FUEL 10 GALLONS) WARNING

Operation with both fuel boost pumps inoperative is not authorized. Due to possible fuel sloshing in unusual attitudes and out
of trim conditions and one or both fuel boost pumps inoperative, the unusable fuel is ten gallons.

9-15. FUEL BOOST PUMP FAILURE (UNUSABLE FUEL 10 GALLONS) NOTE

The engine will operate without boost pump pressure under 6,000 feet pressure altitude.
One boost pump will supply sufficient fuel for normal engine operations under all conditions of power and altitude.
Both fuel boost pumps shall be operating for all no

9-15. FUEL BOOST PUMP FAILURE (UNUSABLE FUEL 10 GALLONS)

with one or both fuel pumps inoperative:
a. Descend to below 6,000 feet pressure altitude if possible.
b. Land as soon as practicable.

9-16. INLET PRESSURE

Caution light ON
1. ENGINE ALTERNATE AIR SWITCH ? OPEN.
2. If caution light remains ON, Land As Soon As Possible.
3. If caution light goes out, Land As Soon As Practicable. Related engine parameters should be monitored frequently until
landing.

9-16. ENGINE ICING

NOTE
When anti-ice system is ON, TOT will rise for same power setting.
1. ENGINE ANTI-ICING switch ? ON (if conditions warrant).
2. TURB OUT TEMP ? Maintain within limits.

9-17. LOW ENGINE OIL PRESSURE/HIGH ENGINE OIL TEMPERATURE (NOTE)

If engine oil pressure is falling or low and the oil temperature is rising or high, a severe leak may be present.
If the engine oil pressure is below 50 PSI or the temperature is above 107C ?
Land as soon as possible.

9-18. AIR CONDITIONING MALFUNCTION

The type of malfunction that would create a potential emergency involves a failure of the compressor or drive belt that would
cause a noticeable vibration or noise.
Air Conditioning and Fan switch ? OFF.
Land as soon as practicable.

9-20. COMPLETE LOSS OF TAIL ROTOR THRUST (IF,WHEN, USE, IF, IF NOT) Definition

This situation involves a break in the drive system, such as a severed driveshaft, causing tail rotor to lose power.

9-20. COMPLETE LOSS OF TAIL ROTOR THRUST (IF,WHEN, USE, IF, IF NOT) Indications

1. Pedal input has no effect on helicopter trim.
2. Nose of the helicopter turns to right (left sideslip).
3. Left roll of fuselage along the longitudinal axis.
WARNING
Degree of roll and side-slip may be varied by varying throttle and/or collective. (At

9-20. COMPLETE LOSS OF TAIL ROTOR THRUST (IF,WHEN, USE, IF, IF NOT) Procedures

1. If safe landing area is not immediately available, continue powered flight to suitable landing area at or above minimum
rate of descent autorotational airspeed.
2. When landing area is reached, make an autorotational landing (THROTTLE CLOSED).
3. Use a

9-21. FIXED PITCH SETTINGS
Definition

Loss of control resulting in a fixed pitch setting. Whether the nose of the helicopter yaws left or right is dependent upon
the amount of pedal applied at the time of malfunction.

9-21. FIXED PITCH SETTINGS reduced power (low torque)

1. Indications:
The nose of the helicopter will turn right when power is applied.
2. Procedures: (IF, ATC, IF NOT)
(a) If helicopter control can be maintained in powered flight, maintain control with power and accomplish a run-on
landing as soon as practi

9-21. FIXED PITCH SETTINGS
increased power (high torque)

1. Indications:
The nose of the helicopter will turn left when power is reduced.
2. Procedures: (MCE)
(a) Maintain control with power and airspeed. (Between 40 and 70 knots.)
(b) Continue powered flight to a suitable landing area where a run-on landing ca

9-21. FIXED PITCH SETTINGS
Hover

1. Indication:
Helicopter heading cannot be controlled with pedals.
2. Procedure:
Fixed pedal ? Land

9-22. LOSS OF TAIL ROTOR COMPONENTS (definition)

Any loss of this nature will result in a forward center of gravity shift, requiring aft cyclic. A full autorotational descent and
landing should be accomplished with a run-on type termination if to an improved surface, or minimum ground run if to an
unimp

9-22. LOSS OF TAIL ROTOR COMPONENTS (indications)

1. Varying degrees of right yaw depending on power applied and airspeed at the time of failure.
2. Forward CG shift.

9-22. LOSS OF TAIL ROTOR COMPONENTS (procedures)

1. Enter autorotative descent (THROTTLE CLOSED).
2. Maintain airspeed above minimum rate of descent airspeed.
3. If run-on landing is possible, complete autorotation with touchdown airspeed as required for directional control.
4. If run-on landing is not

9-23. LOSS OF TAIL ROTOR EFFECTIVENESS

This is a situation involving a loss of effective tail rotor thrust without a break in the drive system which cannot be stopped
with full left pedal application. If LTE is experienced, simultaneously:
1. Pedal ? Full Left.
2. Cyclic ? Forward.
3. As recov

9-23. LOSS OF TAIL ROTOR EFFECTIVENESS (WARNING)

Collective reduction will aid in arresting the yaw rate; however, if a rate of descent has been established, collective reduction
may increase the rate of descent to an excessive value. The resultant large and rapid increase in collective to prevent groun

9-24. MAIN DRIVE SHAFT FAILURE

A failure of the main driveshaft will be indicated by a sudden increase in engine RPM, decrease in rotor RPM, a left yaw,
activation of the low RPM audio, and illumination of the ROTOR RPM light. A transient overspeed of N1 and N2 may occur, but will stab

9-24. MAIN DRIVE SHAFT FAILURE (Warning)

The engine must remain in operation to provide power to the tail rotor. Failure to maintain engine power will result in loss of
aircraft control during the autorotation. Adjust throttle as required to maintain engine RPM within normal limits.

9-25. CLUTCH FAILS TO DISENGAGE

A clutch failing to disengage in flight will be indicated by the rotor RPM decaying with the engine RPM as the throttle is
reduced to the engine idle position when entering an autorotational descent. This condition results in total loss of
autorotational

9-26. MAST BUMPING

Land as soon as possible.

9-27. FIRE (NOTE)

Although the agent contained in this extinguisher is not toxic, it may cause skin irritation. In case of contact with agent, flush
affected area with clean cool water.

9-27. FIRE (CAUTION)

If aircraft fire occurs on ground while using Ground Power Unit (GPU); the GPU should be shutdown immediately.
The safety of helicopter occupants is the primary consideration when a fire occurs; therefore, it is imperative that every effort be
made by the

9-28. HOT START (STFC)

During starting or shutdown, if TOT limits are exceeded, or it becomes apparent the TOT limits may be exceeded:
a. Starter button ? Press and hold until TURB OUT TEMP is less than 200 0C.
b. Throttle ? Closed.
c. FUEL VALVE switch ? OFF.
d. Complete shutd

9-29. ENGINE/FUSELAGE/ELECTRICAL FIRE ? GROUND

Emer Sheutdown.

9-30. ENGINE/FUSELAGE FIRE ? FLIGHT

If a fire is observed during flight, prevailing circumstances such as VMC, IMC, night, altitude, and landing areas available
must be considered in order to determine whether to execute a power-on, or power-off landing.
a. If power-on landing:
1. Land as s

9-31. ELECTRICAL FIRE ? FLIGHT (BILE)

Prior to shutting off all electrical power, the pilot must consider the equipment that is essential to a particular flight
environment that will be encountered. In the event of electrical fire or suspected electrical fire in flight:
a. BATT and MAIN GEN s

9-32. SMOKE AND FUME ELIMINATION

Ventilation of the cabin to protect occupants from the effects of toxic fumes, smoke, etc., shall be immediately performed as
follows:
a. VENTS ? Open.
b. COCKPIT AND CABIN WINDOWS ? Open for maximum ventilation.

9-36 Hydraulic Power Failure

�A. The first indication of hydraulic boost failure will be an increase in the force required for control movement;
feedback forces will be noticed as well as rate limiting. Control motions will result in normal flight reactions in all
respects, except fo

9-36 Hydraulic Power Failure (Warning)

Do not return the HYDR SYSTEM.switch to the ON position for the remainder of the flight. This prevents any possibility of a surge
in hydraulic pressure and the resulting loss of control.

9-37 Landing in Trees

A landing in trees should be made when no other landing area is available. In addition to accomplishing engine malfunction
emergency procedures, select a landing area containing the least number of trees of minimum height. Autorotate with the throttle
clo

9-38 Ditching-Power On

If ditching becomes necessary, with power available accomplish an approach to a hover above the water and:
a. Doors - Open.
b. Crew (except pilot) and passengers - Exit.
c. Hover a safe distance away from personnel.
d. Autorotate. Apply all remaining coll

9-39 Ditching-Power Off

If an engine failure occurs over water and ditching is imminent, accomplish engine failure emergency procedures and proceed as
follows:
a. AUTOROTATE.Deceleratetominimumforwardspeedasthehelicopternearsthe water. Apply all remaining collective as
the helic

9-40. FLIGHT CONTROL MALFUNCTIONS (FRBS)

Indicated through varying degrees of feedback, binding, resistance, or sloppiness. These conditions should not be mistaken for
hydraulic power failure.
a. Land as soon as possible.
b. Emer Shutdown ? Accomplish after landing.

9.40a UN-COMMANDED FLIGHT CONTROL INPUT MALFUNCTION

Indicated through un-commanded lateral or longitudinal cyclic movements. The magnitude of the event may range from mild
to severe. The duration of the event may range from one to several seconds. These conditions should not be mistaken for
hydraulic power